Coupling



A. Y. DODGE coUPLING Jan. 9, v1945.

Filed April 3, 1942 2 Sheets-Sheet 1 Rl wvl.

Jar). 9, 1945. v 'A Y, DQDGE 2,366,841

cccccc NG 1 Filed April 3, 1942 2 Sheets-Sheet 2 Patentedl Jan. 9, 1945 Application April 3, 1942, seria1Nb.437,4s3

4 claims. (o1. s4-.29)

This invention relates to couplings and more particularly to torque transmitting couplings. which will disengage When the torque load reaches or exceeds a predetermined value.

Couplings have` heretofore been proposed to release upon a predetermined torque load. Such l couplings, however, tend `tolwear out rapidly while slipping -under overload conditions or require `manual resetting upon removal `of thek overload. It is accordingly one of the objects of the present invention to provide `a coupling overcoming these objections. f

Another object of the invention is to-provide a coupling which, When released, has avery light torque drag to minimize Wear on the parts during slipping. e l

Another object of the invention is to provide a coupling which will automatically re-engage upon the removal of the torque overload and subsequent synchronization of the parts.

A further object of the invention is to provide a coupling including a. torque I responsive cam mechanism operating tolrelease a clutch. Ac-

cording to one feature, the clutch is-of apositive type which will not re-engageuntil the speed of its parts is synchronized.

` `Still anotherobject of the invention is to pro`V vide a coupling which is responsive to both torque and speed so that it will release under different torque loads at different speeds. C The "above and lother `objects and advantages of the invention Will be apparent from the following description when read in connection with the accompanying drawings, in Which- `.l'igure 1 is an axial section of `a coupling embodying the invention;

desired, suitable modifications of the mechansm could-be made. l `The shaft I0 is shown jrournalled in one end of the shaft` IIby bearings I2` andlhas keyed or otherwise rigidly secured thereto a collar I3 held `against longitudinal movement on the shaft by a ring I4 `fitting in a groove in the shaft. At one or more pointsthroughout its circumference the Figures 2 and 3` are partial views on the line l 2-2 of Figure 1 showing the cam mechanism indifferent positions;

Figures 4 and 5 are partial views on the `line 4 4 of Figure 1 showing the clutch mechanism I in' different positions;

Figure 6 is an axial section of anotherform of coupling embodying the invention;

Figure 7 is a sectionlon the line l-lvof Figure 6; and

'Figure 8 is a clutch members. I

The coupling Vshown in Figures 1` to 5 is adapted to transmit torque between two shafts I0 and II either of which may be the driving shaft. I'hei `front `elevation 'of one of the coupling as `shown can'transmit torque equally Well in either direction although it will be appai-, ent that if transmission in one directiononly is collar I3 is formed with` a cam projection I5` having connected cam surfaces IE and Il lying at different angles to the axis of the shaft `II)` andthe collar. As shown, thesurface I6 forms an angle of approximately 261/2with.the aXis, lWhile lthesurface Il forms anangle of approximately 15 with the axis. The projection I5 also as .the cam surface* I1. l

Asleeve member I9 is slidably and rotatably mounted on the shaft I0 and is formed on its inner surface with cam depressions complementary `to the shape of the cam I5. As best seen in Figures 2 and 3, the sleeve member is formed with a, cam` surface 2| adapted to fit against the surface Il, a surface `22 adapted to fit against the surface IBand a surface 23 adaptedto fit against either of the surfaces Il or I8,` depending upon the position of the parts.` A small shoulder 24 at the end ofthesurface 23 serves to engage the cam surface I6 to `prevent further relative rotation of the cam parts as will be described hereinafter. l

`The sleeve member I9 is urged to the rightas seen in Figure 1" to move the cam parts into engaged position shown in Figure 2` by springs 25 engaginga fixed abutment 26 on the shaft Ill). Aslshown, the abutment may be adjusted by a nut includes a cam portion I8 having the same angle 21, screw threadedon the shaft to varythe torque lload at which the coupling will release. The opposite end of the Springsabut against a collarA 26 slidably keyed to the driving shaft Illl and having a pair of projections 2i]a thereon riding against the end of the sleeve memberv I9. As`

` Iiia to create a tendency to turn the sleeve member back into the engaged position in response to'spring pressure.` Thus the cam action prol YAt the same tooth type, comprising a series of teeth 29 on the sleeve member I9 and a series of cooperating teeth 3I on the flange 28. The teeth, as shown, are formed with substantially straight sides which may yhave ,a slight angle with the axis,vv

preferably an angle whose tangent is less than the coefcient of friction, to facilitate manufacpling will automatically re-engage Without requiring any manual resetting.

Figures 6 and '1 illustrate another embodiment of the` invention which introduces a speed factor in addition to the torque factor. As shown, the driving shaft 35 carries one or more cam projections 36 substantially similar to the projections I5 of the first embodiment which cooperate with cam sockets in a sleeve member 31 which is freely rotatable on the driving shaft.l A driven shaft 38 is formed with a ange 39the sleeve member ture. This angle is insuicient to cause the teeth to move apart under load so that a positive connection is provided. The ends of the teeth are formed with an ejection angle so that, when they are rotating relatively, they cannot move into engagement. As shown in Figures 4 vand 5, each tooth is formed with a double ejection angle as indicated at 32 and 33 so `that the teeth will reject each other regardless of the direction of relative rotation. Iffrelative rotation in only one direction is to be accounted for, a single ejection angle on the teeth may be employed.

' In operation, the parts are normally in the engaged position shown in Figures l, 2, and 4. In this position torque will ilow from the shaft I through the cam members I5 through the surfaces I6 and 22, to the collar I9 and then through the clutch 29`3I tothe driven flange 28 and the shaft II.- As' long as the torque is below the value for which the coupling is adjusted, thisV condition will continue and torque Willbetransmitted positively from one shaft to the other.

When the torque exceeds a predetermined value fixed by ther loading of the spring 25 and the angle of the cam surfaces I-and 22, the sleeve l member I9 willbe cammed to the left against the springs until the parts reachthe position shown in Figures 3 vand 5. In this position the cam surface I6 engages the shoulder 24 to limit further rotation between partsl and I9 and the cam surfaces i1 and 23 are in activeengagement.

` time, the Clutch teeth 29 and 3| have been moved out of engagement to interrupt the torque flow. Due to the fact that cam surfaces I'1 and 23 form a relatively large angle with the axis of the shaft IIl, the aXial component of the spring pressurewill be quite small so that the teeth-29 and 3| will be urged' into engagement with a light pressure. Due to the ejection angle on the-ends of these teeth, they cannotrengage as long as there is appreciable relative rotation between themand since the pressure urging them into engagement is quite small there will be very little wear on the ends 'of the teeth.

When the overload condition has been removed and the shafts |10 and II are again synchronized, either by stopping both of them or by bringing them both to the same speed, the springs 25 will move the sleeve member I9 to the right to reengage the clutch teeth 29 and 3l, the angle of the cam surfaces I1 and 23 having a tangent greater than the coefficient of friction to permit this operation.

Thus the `coupling of the present invention provides apositive release upon a predetermined torque load and a very light slipping load after the coupling has released. Furthermore, upon removal of the overload conditionand synchronization of the driving and driven shafts, the cou?A 31' and flange 39 having cooperating clutch teeth Vof the type more particularly shown in Figures 4 i* and 5. Y

The sleeve member 31 is urged to the right ,to engage the clutch teeth by means of a speed responsive mechanism including a collar 4I bearing against a sleeve member through a bearing washer 42 and formed on one side with outwardly converging cam surface 43. A similar sleeve member 44 having a cam surface 4,5 complementary to the cam surface 43 is vheld* against axial movement on the shaft by means of a sleeve 46y engaging the sleeve member 44 through bearingl balls .41.

Between the .sleeve members 44 and 4I are loosely mounted a plurality of centrifugal weights 48 shaped on their outer edges to-cooperate with the cam surfaces 43 and .45 and normally urged inwardly by a light garter spring 49. The Weights 48 tend to move outwardly in response to centrifugal force to cam the collar 4I andthe sleeve member 31 to the right,V to engage 'the clutch teeth.

A light spring 5I is arranged between the sleeve member 31 and the flange 39 engaging the same through washers 52 to provide a light friction dragk between the parts, when the clutch teeth are disengaged. The primary purpose of this spring is to provide a light friction drag when` `socket the weights 48 will tend to cam thecollar 4I and the sleeve member 31 toward engaged position with a force whichis 4a function of the speed of rotation of the driving shaft 35 so' that, ahigher degree of torque will be required at high speeds to cam the sleeve member 31 to the left thanjis required at low speeds. As the sleeve member moves to the left, the spring 5I will exert alight friction dragon it tending to rotate it with the driven shaft so that the cam 36 will be held out of its `socket andthe clutch teeth will be held out of engagement. This spring is preferablyso arranged that duringv disengagement it is wound up slightly and when the parts are again synchronized, the spring tending tounwind tends to move kthe cam projection 36 back into register with its socket so that the spring l Idoes not interfere with reengagement with the clutch teeth.

Another feature of the invention which may be employed with either `of the forms shown, is

illustrated in Figure 8 in connection with the clutch flange 28 of Figure 1. `In operation of the coupling units, if the clutch teeth are evenly spaced so that they may engage inY anumber of different positions the drag between ,the two clutch parts will be relatively high and there may be a slight cracking noise as' the two clutch members pass through each of the "positions in which they mightengage. The drag may be re-` duced andthe cracking noise`may `be reduced to one minor crack per revolution by irregularly spacing 'the teeth as shown in Figure 8. In this construction the clutch member includes a number of relatively smallclutch teeth 29a and a..

number of larger clutch teeth 29h irregularly grouped around the flange of the clutch member. The mating clutch part has complementary teeth `so that the clutch can engage in only one position. This construction reduces the drag between `the clutch parts aswell as minimizing the l A cracking noise which occurs when the clutch teeth pass a position in which they can engage.

While one particular cam `construction and one particular type of clutch have been illustrated,

it will be understood that various changes could be made in these parts and that the particular form shown on the drawings is for the purpose of illustration only. Reference will, therefore, be had to the claims to determine the scope of the invention.

`What is claimed is:

1. A coupling for connecting a driving shaft to a driven shaft comprising a cam devicelarranged to transmit torque between the shafts and including parts connected by cam surfaces `to be moved axially relative to each otherin response to torque, yielding means urging said` parts axiallyI together, clutch means including `engaging members in series with the cam device to transmit torque between the shafts, one of the clutch members being connected to one of the cam device parts to bemoved thereby in a direction to disengage the clutch means, and resilient `means engaging the clutch members to impose a friction drag thereon when the clutch members are disengaged.

2. A coupling for connecting a drivingshaft to adriven shaft comprising acam device arranged to transmit torque between the shafts )and including parts connected by cam surfaces to be moved `axially relative to each other in the yielding means to urge response to torque, yielding means urging said parts axially together, -clutch means including engaging members in series with the cam device to transmit torque between the shafts, one of the" clutch members `being connected to one of the cam device parts to be moved thereby in a direction to `disengage the clutch means,` and a coil spring coaxial with the clutch members and.

frictionally` engaging them at its opposite ends -so that the spring will be torsionally wound when the clutch members are rotated relatively during` disengagement.

. 3. A coupling for connecting a driving shaft to a driven shaft comprising a clutch and cam ing at an angle to permit the yielding means to urge the parts together under a lesser torque.

4r. A coupling for connecting a. driving shaft to a driven shaft comprising a clutch and cam device arranged in series in torque transmitting relationship with theshafts, the cam device being connected to the clutch to move it out of engagement in response to a given torque and comprising axially movable parts formed with successive` cooperating cam surfacesarranged at different` angles, yielding means urging said parts Itogether1 the cam surfaces forming the lesser angle with the shaft axis cooperating to move the parts axially apart in 'response to said torque, the cam surfaces forming the greater angle with the shaft axis cooperating to permit under a lesser torque. l i ADIEL Y. DODGE. 1

the parts together 

